Railway signaling device



oct. 26,1926., www? R. P. TUTTLE' RAILWAY S IGNALING DEVICE Filed May 24, 1922 2 sheets-sheet 1 Annul u ATTORA'E ct., 26 1926. r 1,604,667 R. P. TUTTLE RAILWAY SIGNALING DEVICE Filed May 24, 1922 2 sheets-sheet 2 ATTORNEY 'Patented Oct. 26, 1926.

UNiED STATES 1,664,661 PATEN OFFICE.'

RALPH P. TUTTLE, OF MORRISTOWN, NEW JERSEY, ASSIGNOR T0 THE UNION SWITCH & SIGNAL COMPANY, 0F SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SY LVANIA.

RAILWAY SIGNAIJING DEVICE.

Application med my ai,

This invention relates to railway signaling and particularly to an improvement in the well known track circuit used universally in automatic railway signaling.

The track circuit as commonly used at the present time in railway signaling consists generally of a source of difference of potential connected across the two rails of an insulated section of trackway at one point and a translating device connected across the rails of the same section at another point. The arrangement of the track circuit varies due to local conditions but the allowable variations are well within the skill of the trained signal engineer and however varied comprise at least the elements specilied.

At the present time and in the presentA state of the art, if it may be said of any one element of a signal system that it is more 1mportant than the remainder, it may be said of the track circuit. It is a fact that the proper operation of all track circuit con'- trolled signaling depends in the first instance upon the proper operation of the track circuit. Itis the heart, so to speak, of the system.

l/Vhen it was `first proposed to connect a source of difference of potential across the rails of a section and operate a translating device connected across the rails of the same section at a remote point it was, judged from the experience then available, an impossibility. It was tried, however, and found to operate, and operate so well that thousands t of miles of railway are now so equipped.

Originally the so called gravity cell was used as the source of dilerence of potential and it was found that two gravity cells connected in multiple with a relay of about four ohms resistance as a translating device with the average length of section gave the best results generally. Just why the four ohms relay was used rather than oney of some other resistance, nobody seems to know, but the gravity cell was used probably because inexpensive and the one with which the type of man who would naturally be expected to experiment with track circuits` was most familiar, namely, a man acqua-inted with the telegraph art. The gravity cell, however, has a valuable characteristic in that it has a high' internal resistance and consequently can withstandthe drain caused byl a train standing on 'the :section .for a 1922. serial No. 563,181.

able track insulation resistance is maintained.

Experience with the track circuit constructed as described, for about fifty years,

has resulted in generally retaining the :tour

ohm relay as a translating device, leaving out of consideration alternatin current track circuits, but in a more or less eneral adoption of the caustic soda primary attery of the Lalande type for the source of electro-motive force. This type vof battery, all things considered, is superior to the gravity, both in maintenance cost and perfection of operation ofthe track circuit. Its introduction was distinctly favorable to better operation of track circuits.

The caustic soda battery has, however, characteristics which necessitate slightly dlierent treatment. For instance, a resistance must be inserted in series with it to prevent the. exhaustion of the battery when a train stands on the section for a long time.- This resistance must, of course, be such that the proper difference of potential is impressed across the rails so that the relay will operate properly when no train is on the sect1on. v

Tt is well known that the two rails of a railway track are commonly laid on wooden cross ties which generally rest on rock, gravel or dirt ballast and that the insulation resistance between the rails is comparativelyv low even in dry weather, but when rain falls on the trackway or snow falls thereon, and melts, the insulation resistance is considerably reduced. So under any condition the difference of potential between the rails must be comparatively low else an undue waste of energy takes place through all of the leakage paths between the rails, between the point where the dilference of potential is impressed and the translating device is positioned. This is a serious matter where batteries are used to .su ply the E. M. F. Of course by cutting own the difference of potential as much as possible waste is prevented and the shunting characteristics of the track circuit are improved, that is, a higher resistance shunt across the rails will deenergize the relay,...

but if the margin of excess difference of potentialis small, the difficulty is present that the leakage may become so great that the proper difference of potential will not exist across the relay terminals consequently even with no train on the section the relay will be deenergized and the signal controlled thereby will be at danger. This, of course, is a failure on the safe side, but delays traffic and cannot be endured, consequently, the resistance must be such that the relay will be properly energized even under the worst conditions, that is with the lowest ballast resistance, which is probably when the trackway is thoroughly wet. If this is done, then in dry weather, with a higher ballast resistance an excessive difference of potential exists across the relay terminals resulting in waste, and also sliunting characteristics of the track circuit are not so good, that is, it requires a lower resistance across the track rails to shunt the relay. This is very undesirable, because the failure of a tram to properly shunt the' track circuit leaves the signal controlled thereby at safety when it should be at danger, a condition which must not be allowed to exist.

There are then two variable conditions to be met necessitating high difference of potential with low track insulation and low difference of potential with high track insulation, in order to get econom and proper shunting characteristics un er all conditions of track ballast. The result is that in order to provide for both it is now common to insert an adjustable resistance in circuit with the battery and adjust it as frequently as possible in accordance with weather conditions, but due to the fact that most people take the easiest way the ultimate result is generally that it is adjusted to take care of wet ballast and not altered when the ballast becomes dry, consequently during dry weather the output from the battery is excessive resulting in waste and the shunting characteristics ofthe track circuit are not as desired.

The difhculties pointed out are present in track circuits because there exists at the presentv time no means for automatically varying the value of the inserted resistance due to change in ballast resistance due to weather conditions. f

The principal object of applicants invention is to relieve from the difficulties hereinbefore pointed out by providing a resistance or resistor which will be automatically and properly affected to compensate for the changes in ballast resistance arising from weather conditions such as wet track, due to rain, melted snow or ice, or dry track due to prolonged dry weather, in such a manner that undue waste of battery will be prevented and proper shunting characteristics of the track circuit will be maintained, to the end that the old and well known and thoroughly tried out track circuit will be brought to a state of efficiency comparable with present advanced engineering practice and the safety of railway travel will be enhanced in accordance with the present advanced standards of railway practice and the plea of the public for the conservation of human life and materials.

Other objects and advantages will appear as the description of the particular physical embodiment selected to illustrate the invention progresses, and the novel features of the invention will be particularly pointed out in the appended claims.

In describing the invention in detail, and the particular physical embodiment selected to illustrate the invention, reference is' had to the accompanying drawings, wherein I have illustrated a particular preferred physical embodiment of my invention and desirable modifications thereof, and wherein like characters of reference designate corresponding parts throughout the several views, and in which:

Figure 1 is a vertical sectional view of a device embodying my invention on the plane indicated by the line I-I of Fig. 2, viewed in the direction of the arrows at the end of the line;

Fig. 2 is a top plan view of a device ernbodying my invention; Fig. 3, is a view similar to Fig. 1, of a modified form of device embodying my invention; Fig. 4, is a fragmentary top plan view of the device as illustrated byF ig. 3; Fig. 5, is a fragmentary side View of a coil shown in Fig. l, illustrating an acceptable method of winding; Fig. 6, is a horizontal cross sectional view on the plane indicated by line VI-VI of F ig. 3, viewed in the direction of the arrows at the ends of the line; Fig. 7, is a fragmentary side view of a coil illustrated in Fig. 3 showing an acceptable method of winding and illustrating fluid conducting members protruding therefrom; Fig. 8, is a fragmentary horizontalv cross sectional view of the coil illustrated in Fig. 3; Fig. 9, illustrates an application of my invention to its combination in a direct current track circuit; Figs. 10 to 14 inclusive illustrate the application of my device in combination with variously arranged alternating current track, circuits; Fig. 15, illustrates a device used in my invention buried in the ballast of a trackway; Fig. 16, illustrates a device used in my invention resting on a tie of a -trackway Fig. 17 `illustrates a combination of two possible positions of location for a device employed in my invention. Y

Referring to Fig. 1, there is designated by numeral 1, a coil which is preferably wound honeycomb, as illustrated by Fig.4

5, in which 3, 4 and 5 designate portions of the same continuous wire, preferably what is known as, resistance wire, that is having a resistance much greater per unit length than such wire as ordinary copper wire and being covered with 'an insulating material to prevent the several layers from contacting conductively. This insulation material might preferably well be plain cotton or silk, it heilig merely necessary that the 1nsulation is-so pervious to moisture or water that when moisture or water is present the insulation material will become saturated and a path of comparatively low resistance be formed from layer to layer and from one portion of the wire to an adjacent portion.

The coil 1 is intended to be inserted in series in a. track circuit such as is shown by Fig. 9. In Fig. 9, 6 and 7 designate two track rails formed -into an insulated section by insulating joints 8. A battery 9, as illustrative of a source of a difference of potcntial is provided, one terminal of the battery being connected by conductor 10 to track rail 7 adjacent the insulating joint 8 as is customary. The other terminal of the battery9 `is connected by conductor 11 to the terminal wire 12, as shown in Fig. 1, of the resistance coil 1. The other terminal 13 of the resistance coil is connected by conductor 14 to the other track rail 6, adjacent the joint 8. At the other end of the section the relay 15 is connected to the rails 6 and 7 adjacent the insulating joints 8, situated at that place by conductors 16 and 17, respectively. This construction is that of the 0rdinary and well known track circuit, and the relay 15, by its armature 18, is intended to control in the well known manner any desired and proper signaling device, with this exception, however, that resistance coil 1 is inserted in series in the circuit..

In the construction illustrated by Fig. 9 the resistance of coil 1 would be such that when dry, the difference of potential impressed across the track rails wr ld be proper for the insulation resistance between rails 6 and 7 which would be present when the ties 19 and ballast 2Q were in ordinary condition, which is assumed to be substantially dry. Of course, although I have assumed a Iixed and unvarying resistance for coil 1, when dry, and consequently such as would be especially adapted, taking into account the length of track circuit and local condition for the particular track circuit to which it is applied, nevertheless I do not mean to exclude by such statement the use of a coil of adjustable resistance value when dry, as that is a variation well within the skill of the art.

It is contemplated that coil 1 will be eX- posed as nearly as possible to .the same weather conditions as the trackway, so I have shown coil 1 in Fig. 9 as directly eX- posed without covering of any kind, Contween the track rails to lower due to thesaturation more or less complete of the ties and ballast. Under such conditions the leakage from rail to rail will be so heavy that if resistance coil 1 is a proper resistance for dry trackway, it will be too great a resistance for the trackway when saturated with moisture. It will impress too small a dili'erence of potential across the v rails 6 and 7.

By applicants invention the difficulty is remedied automatically, because the coil 1 being `subjected to the same weather conditions as the trackway, when that becomes saturated with moisture. the coil 1 also becomes saturated with moisture, the resistance from layer to layer and from one portion of the wire to another becomes less and consequently the total resistance of the coil is less and as a result the battery 9 operating through less resistance is able to'impress a greater difference of. potential across the rails 6 and 7, thereby compensating for the lower insulation resistance between rails and the greater leakage. Of course the reverse of the above described change takes place when the weather changes to dry, because then as the trackway becomes less moist, the coil 1 vbecomes less moist and its total resistance increases so that the battery 9 is able to impress only a lesser difference of potential across the rails 6 and 7.

I contemplate the use of my automatically variable resistance coil 1 not only with what are known as direct current track circuits, such as is illustrated by Fig. 9, but also with what are known as alternating current track circuits, such as are illustrated conventionally by Figs. 10 to 14, inclusive. I further desire to state that although I have in all cases 'illustrated my automatic-ally variable resistance coil 1 in connection with what are known in the art as end fed track circuits, I desire to have it understood, that the showing is merely illustrative and I do not desire to be limited to such use or to exclude other well known forms of track circuits as included within the domain of my improvements as full equivalents of the end fed track section, such for instance as the center fed track section.

In Fig. 10, I have shown two track rails 6 and 7, line wires 21 and 22 carrying alternating current, a transformer 23 vfeeding the track rails through my coil 1 in series therewith and at a remote point in the section the so called, well-known single element, translating device or relay of the remote point in the section a two element vane type, which of course is merely illustrative of a translatingdevice receivingall of the energy for operation from the track- Way, and although such a relay cannot be operatively affected by direct current nevertheless I do not desire to be understood as excluding the use of the simple and well known translating device or relay operable as well by direct current as by alternating current.

In Figs. 11, 12, 13 and 14, I have illustrated the two track rails 6 and 7, fed at one location, by alternating current from line wires 21 and 22 carrying alternating current, through transformers 23 and at a translating device or relay, shown as of the squirrel type of alternating current motor having two windings, one 24 fed from the track, the other 25, fed through a transformer 26 connected across the line wires 21 and 22, it being understood that the showing is merely diagrammatic and conventional, the devices being all well known and commonly used and the drawings being intended to illustrate merely the well known and used devices and to show the connections as commonly used, the whole object of the illustrations being to. introduce in well known connections applicants automatically variable resistance coil 1.

The difference between the several Figs. 11 to 14 inclusive resides in the method of combining applicants automatically variable resistance coil 1 with the track feed. In all of the figures the coil 1 is shown as in a series circuit with transformer 23, and

` is shown as being substantially pure ohmic resistance, that is as having substantially no reactance.

It is sometimes quite important when two element relays having two windings are employed to have the proper and best phase relations between the currents in the two windings. This proper and best phase relation is obtained by the proper use of resistance and.reactance or impedance. In Fig. 11 I have merely shown coil 1 in series with the transformer 23. In Fig. 12, I have shown an impedance in multiple with coil 1.

This raises the power factorof the circuit upon an increased current flow, that is when coil 1 is wet, which is under certain conditions desirable. In Fig. 13, I havevshown, the impedance 27 as in series with the coil 1. This arrangement lowers the power factor of the circuit upon an increased current flow, that is when coil 1 is wet, which is under certain conditions desirable. In Fig. 14, I have shown an ohmic resistance 28 in multiple with coil 1 and an impedance 27 in series with coil 1. This arrangement gives another often desired result, in that it normally gives a high power factor, that are, therefore, Villustrative of the fact that applicantscoil 1 may be 'combined with an alternating track feed in connection with various desired arrangements designed to have the proper effect upon the translating device or relay to suit the manifold differences of local conditions.

In order to obtain the desired result by the use of applicants exposed coil 1, it lis readily understood that the coil 1 should be exposed in such a way as to reflect, at all times, accurately the exact conditions of the trackway as regards its state of moisture. This result may be obtained by various positioning of the coil 1. It may for instance be lsimply exposed as shown in Fig. 9, it may be buried in the trackway as shown in Fig. 15, a suitable or proper distance below the top of the ties or it may be positioned on top of the ties as shown in Fig. 16. The most advantageous arrangement and positioning of the coil 1 at the present time seems to be, all facts considered, supported on a structure beside the trackway and in the drawings applicant has illustrated such positioning.

In Fig. 1, a fragment of a trackway structure is designated by 29. By this structure, by bolts 30 and' 31, is supported a bracket 32, including spaced diverging arms 33 and 34 between which is positioned an inverted cone shaped precipitation receiver 35, having the larger end or opening facing upwardly. The upper opening is provided 4withan adjustable shield held preferably to receiver 35, byA any desired proper and suitable means, as by screw 37, passing through an ear 38 on the shield into a threaded lug 39 on the receiver, all as best shown in Fig. 2. By reason of this' form of connection the shield 36 may be oscil- 'lated upon screw 37 as a 4pivot and more or less of the upper opening of the receiver eX- posed so that the proper quantity of atmospheric precipitation may be received in' the receiver.

To the underside of the receiver which is preferably made of sheet metal is attached preferably by bolts as 40, a hollow cylindrical body 41, having an open upper end and a preferably conical sloping lower end terminating in an orifice of suitable size 42.

Within the cylindrical hollow body 41, is a coil supporting and fluid distributing hanger 43, circular in horizontal cross section, formed for a portion of its lower length as an annulns, upper portion as a cone. The body 43 is attached preferably to the underside of receiver 35, preferably by hangers 44, preferably secured at the upper ends by rivets llO as 45 to receiver 35, and preferably secured to the hollow body.43 by rivets as 46. The lower edge of the body 43, is preferably turned so as to form a flange 47, so as to support coil 1, and the terminals 12 and 13 of coil 1 are conveniently connected to metallic binding posts 48 and 49, passing through the wall of cylindrical body 41 and suitably insulated therefrom, by insulation, as 50 and 51.

The atmospheric precipitation received by receiver 35 passes through screen 52 and runs out of the open end 53 of the receiver, falling upon the conical surface of 43 and being thereby distributed over the entire surface whence it flows down to coil 1 and wets the entire upper surface of the coil 1, then flows through coil 1, and drops upon the conical surface of the bottom of cylindrical body 41, and then flows to the orice 42 and away from the apparatus.

The shield 36, by its adjusted positions governs the total amount of precipitation received by receiver 35, but it also 1s des1rable to regulate the rapidit of flow through orifice 53. In order to o this applicant preferably provides an adjustable closure 54, for the orifice. This closure lincludes a head 55 formed to fit water tight into the lower constricted portion of the receiver and is formed with a thread engaging a projecting threaded lug 56 attached by an suitable or appropriate means to the insi e surface of the receiver preferably and preferably attached by spot welding. The closure 54 is further provided witha suitable handle 57 so that head 55 may be advanced into and retracted from the-orifice 53, and, consequently, by the size of the free opening left after adjustment, the rapidity of flow of fluid through orifice 53 will be regulated.

The screen 52 not only prevents undesirably large particles which may enter receiver 35 from passing to coil 1, but also acts as a support for snow, which upon melting passes through the screen as water.

Another desirable form of apparatus for exposing coil 1 to weather conditions cornparable with those to which the trackway 1s exposed is shown by Figs. 3, 4, 6, 7, and 8.

Figure 3, illustrates a trackway structure 29 and bolts 30 and 31, attaching bracket 32 to support 29, and the bracket 32 is 'formed just as is the bracket shown in Fig. 1, and supports in the same manner an inserted cone shaped receiver 58, having a shield 59, constructed and arranged and connected to receiver 58, just as shield 36, in Fig. 1 is constructed, arranged and connected to receiver 35, and the shieldperforms the same functions as shield 36.

Receiver 58 is attached in any suitable appropriate or desired manner, as by welding to a threaded annular body 60, formed with an internal thread 61and to receiver 58 is attached the hollow cylindrical body 41, identical with body 41 illustrated in Fig. 1.

A core 62 is provided, preferably hollow, closed at its upper end and formed with a flange 63 at its lower end to support coil 64.

Coil 64 is wound honeycomb preferably, as shown by Fig. 7, and between each two layers, a material 65, preferably highly absorbent such as ordinary round lamp wicking is placed, spaced suitable distances apart and protruding from the upper surface of the coil, as shown by Fig. 7. This wicking as shown by Fig. 3 is carried to a height about even with the to of 'core 62 and in order to keep it suitaby'in position it is preferably bound with wire 66, wound heli* cally about it so as to virtually form a screw thread.

In order to keep the wickin and wire in place a double threaded annu us 67 is provided, threaded internally and externally. The internal thread corresponds with the helically wound wire 66 and the external thread corresponds with thread 61, so that the annulus may be screwed into position as shown in Fig. 3. After being screwed into position the annulus is prevented from further movement by pin 68, driven through previously formed openings in 60, 62 and 67.

In order to further regulate the quantity of fluid which will pass down through the wicking to the coil 64, and then out at orifce 42, I have further provided an overflow cock 69. This cock, when open, regulates the height to which fluid will rise in receiver 58, as is obvious and so regulates the total quantity of fluid which will pass down through the coil 64.

In the form of the device illustrated by i Fig. 3, snow will be received and retained by the receiver 58 untilit melts and then the water thereby produced will pass down through the wicking 65. j

Core 62 ma be formed of any appropriate material pre erably copper, brass, or iron. If formed of iron the coil 64 will act not only as a resistance but will also act as an impedanoe and so change the power factor of the circuit in which it is included in accordance with its condition as wet or dry.

Throughout the description I have de-v scribed and in the drawings illustrated a honeycomb wound annular resistance coil, but I of course do not mean to limit my invention to the particular form of coil, or in fact to the use of a coil because fundamentally considered, my resistancein principle may merely include the exposure of two parts of a resistance member to the action of atmospheric precipitation whereby the intermediate portion is shunted electrically and because I do not mean to exclude other ways of forming a resistance unit which are usable with my invention, or even straight parallel bars or sheets held closely adjacent one ancally variable resistance as-being connected in* series with a track circuit and located either in an exposed (position, in the ballast, on a tie or supporte by a trackway structure, nevertheless, I desire to have itl understood that combinations of these various positions may be used, such for instances as the combination shown in Fig. 17. .In Fig. 1 7, I have shown one coil 1 as resting on a tie and in series with the battery 9, and another coil l, buried in the ballast and in series with battery 9, but in multiple with the coil 1 resting on the tie. My idea is that in dry weather the combined multiple circuit resistance will which when the trackway is subjected to a be regulated so as to be proper for the particular track circuit in which it is used. When a light shower comes, then the coil 1 on the tie will beimmediately affected to allow an increased current iow, even before the coil 1, buried in the ballast is affected. If, however,.the shower continues and the trackwaythroughout become thoroughly wet, then the insulation resistance between rails being further reduced and a greater impressed difference of potential across the rails being` required, it is automatically supplied by the reduced resistance of the coil l buried lin the ballast saturating shower also becomes saturated.

Although I have particularly described the construction of one-physical embodiment of my invention and desirable modification thereof, and explained the operation and principle thereof, nevertheless, I desire to have it understood that the forms selected are merely illustrative, but de not exhaust the possible physical embodiments of the idea of means underlying my invention.

' What I claim as new and desire to secure by Letters Patent of the United States, is:

' 1. In a railway track circuit, in combination: a translating device connected across the rails at one location and means governed by the presence or absence of water in contact therewith for automatically impressing varying differences'of potential acrossl the rails at another location in such manner that when the track' insulation resistance k-increases, the difference of potential decreases, and viceversa. l

2. In a railway track circuit, in combination: rails; a source of a difference of potential connected across the rails at one-locatio-n; a translating device connected across the rails at another location and means governed by the presence or absence of water e in contact therewith for varying the impressed difference of potential.

In a railway track circuit, in combination: rails; a source of a difference of potential connected across the rails at one location; a translating device connected across the rails at another location and means governed; by atmospheric condensation incontact therewith for automatically varying the impressed difference of potential.

4. In a railway track circuit, in combination: a source of a difference of. potential connectedacross-the rails at one location; a translating device 'connected across the rails \at another location and means governed by atmospheric precipitation in contact therewith fo-r Varying the impressed difference of potential.

5. In arailway track circuit, in combination: a source of difference of potential connected across the rails at one' location; a

- translating device connected across the rails at another locationand means governed by precipitatedy moisture in contact therewith for varying the impressed difference of potential.

6. In a track circuit, in combination.: rails; a source of substantially constant E. M. F. connected across the rails and a resistance in series therewith and automat- `ically variable by the amount of water in contact therewith to decrease upon a decrease of track insulation resistance and increaseupon an increase of track insulation resistance, and meansv to utilize the varying difference of vpotential thereby created.

7 In a track circuit` in combination: rails; a source of E. M. F. connected across the rails and means in series with the source of E. M. F. variable in resistance lin accordance with the amount of water in Acontact therewith to decrease upon a decrease in track insulation resistance and increase upon an increase of track insulation resistance and means to utilize the diii'erence of potential created.

8. In la track circuit, in' combination: rails; a source of E. M. F. connected across the rails and means in series with the source of E. M. F. varied in resistance by the presence or absence of water in contact therewith.

9. In a track circuit. in combination: rails; a source of E. M. F. connected across the rails and means interposed in series with the source of E. M. F. constructedto be varied in resistance by the presence in contact therewith of precipitatedatmospheric moisture.

10. The method of operating 'track circuits which consists in automatically regulating predeterminately the impressed dierence of potential in accordance with track circuit requirements when unoccupied.

lll)

track circuit which consists in impressing one difference of potential across the rails during one condition of the weather 'and automatically impressing a predeterminate different difference of potential across the rails during another condition of the weather. p

12. The method of feeding energy to a `track circuit which consists in inserting a "regulating predeterminately the impressed difference of potential by the action of precipitated atmospheric moisture.

15. The method of automatically regulating predeterminately the difference of potential impressed on the two rails of a track circuit which consists in varying the total resistance of a resistance inserted in series with the source of diiference of potential by the action of precipitated atmospheric moisture.

16. In a railway track circuit, in combination: rails; a source of a diiference of potential connected across the rails; a resistance wire connected in series with the source of dierence of potential and exposed to weather conditions whereby precipitated atmospheric moisture may shunt a portion or all of the resistance and means for utilizing the varying impressed different differences of potential.

17. As an article of manufacture, a resistance wire having terminals constructed to be shunted by the presence of precipitated atmospheric moisture.

18. As an impressed difference of potential regulator for a track circuit, a resist-ance wire exposed to atmospheric precipitation and arranged to be shunted predeterminately thereby. y

19. As an automatically variable resist- `ance for a track circuit, the combination with a coil of resistance wire of means for receiving and conducting atmospheric precipitation in the form of= water thereto.

20. As an automatically variable resistance for a track circuit, the combination with a coil of insulated resistance wire of fluid absorbing and conducting material inserted into the body of the coil and an atmospheric precipitation receiver and container into which the said material operatively extends.

21. As an articleof manufacture, an automatically variable resistance for a track circuit comprising a coil of insulated resistance wire, aluid absorbing and conducting material inserted into the body of the coil and protruding therefrom in position to absor precipitated `atmospheric moisture.

22.i In an automatic resistance for a track circuit, in combination; a coil of resistance wire having terminals; a hollow body formed with an orifice at its lower end surrounding the coil; binding post-s passing through the wall of the hollow body, the said terminals being connected to the said binding posts inside of the hollow body and means for receiving and conducting,precipitated atmospheric moisture to the said coil.

In an automatic resistance, in combination: a receiver formed with an open top and terminating at the bottom in a threaded orifice; an annulus formed with an internal and an external thread screwed in said orifice; a coil of resist-ance wire positioned below the annulus;Y water absorbing and conducting material extending into the body of said coil and extending upwardly to the bottom of said receiver and the top of said annulus; wii'e wound helically about said material and fitting into the internal threads of said annulus; a core about which the coil and .said material are positioned and a pin passing through the receiver, the annulus and the core whereby all are held in definite position; means for making connections to the coil. and a flange formed on the lower end of said core for supporting the coil, substantially as and for the purpose described.

24. In a railway track circuit, in combination: a translating device connected across the rails at one location; means for supplying alternating current thereto and means including means governed by the presence or absence of water in contact therewith for automatically varying the power factor of the alternating current.

25. In a railway track circuit, in combination: rails; a source of alternating current connected across said rails; means for utilizing the alternating current and means governed by the presence or absence of water in contact therewith for varying the power factor of the current.

26. In a railway track circuit, in combination: rails; a source of alternating difference of potential connected across the rails; means to utilize the said difference of potential and means governed by the presence or absence of water in contact therewith for varying the impressed dilference of poltential and the power factor of the current.

27. In -a railway track circuit2 in combination.`a source of alternating difference of potential connected across the rails; means for utilizing said difference of potential and means governed by the presence or absence of water in contact therewith for varying the power factor oit the current.

28. In a railway track circuit, in combi-k nation: rails; a source of alternating current connected across the rails at one location; a translating device at another location controlled by said current and means -governed by the presence or absence. of moisture' in contact therewith for varying a power factor of the current.

29. In a railway track circuit, in combination: rails; a source of lalternating` current connected across lthe rails at one location; a translating device at another location controlled by said current and means governed by the presence or absence of moisture in contact therewith for varying the amplitude of the current.

30. In a railway track circuit,.the combination of a source of alternatin current, a translating device controlled Iiy current from said source and means governed by atmospheric moisture in contact therewith for varying .the amplitude and the power factor of the current.

31. In a railway track circuit, the combination of a source of alternating current, a translating device controlled by current from said source and means governed by atmospheric moisture in contact therewith for varying the amplitude of the current.

32. In a railway track circuit, the combination of a source of alternating current, a translating device controlled by current from said source and means governed by at` mospheric moisture in contact therewith for varyln the power factor ofthe current.v

33. ncombination: means for supplying a di'erence of potential, means for utilizing the diderence of potential lsupplied and an tially uniform difference of potential and power factor at the said translating device.

35. In a railway track circuit, in combination: rails; a source of alternating current connected across the rails at one location; a translating device partly controlled by power from said source and means governed by atmospheric precipitation in contact therewith for maintaining a substantially uniform power factor at the said translating device.

3 6. In a railway track circuit, in combination: rails; a source of alternating current connected across 'the rails at one location; a translating device partly controlled by power from said source and. means governed by atmospheric precipitation .in contact therewith for maintaining a substantially uniform difference of potential at the said translating device.

RALPH P. TUTTLE. 

